Track system for controlling trains.



A. GOLLOS.

TRACK SYSTEM FOR CONTROLLING TRAINS.

2 SHEETS-SHEET I.

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r ANATUL Emma. B y J. WJZL A. GOLLOS.

TRACK SYSTEM FOR CONTROLLING TRAINS.

APPLICATION FILED JAN.22, 1914- 1,].70.,483. Patented Feb. 1, 1916.

2 SHETSSHEET 2. x

WITNESSES INVENTOR.

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A'TTORNE Y THE COLUMBIA PLANOGRAPH $0.. WASHINGTON, n. c.

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ANATOL GOLLOS, or oi-rroaeo, rumors, assrenoa To eoLros nnILwArsrenA-L COMPANY or AMERICA, a ooaronarron or MAINE.

TRACK SYSTELM FOR CONTROLLING TRAINS.

Specification 6r Letters Patent.

Patented net. i, rare.

Application filed January 22, .1914. serial No. 813,661.

To all whom it may concern:

.Be it known that I, ANATOL GoLLos, a citizen of the United States, residing at Chicage, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Track Systems for Controlling Trains, of which the following is a specification.

This invention relates to an electric system or apparatus which is applied to railway track for the purpose of cooperating with suitable cab systems or train apparatus, for the purpose of stopping trains under certain conditions and controlling the speed oftrains under other conditions.

Among the objects of this invention are to provide a system of this character which will permit the operation of trains at full speed over as large a portion of the track as possible, and will provide for suitable can: tion and danger conditions; to provide a track system which will be as simple as consistent with. the necessary operations to be performed, and which will require a minimum amount of wiring; and, to provide means for supplying contact rails with full voltage under certain conditions, reduced voltage under other conditions, and to deenergize such rails under other conditions; and in general to improve such track systems, and provide such additional features and advantages as'will be described and pointed out hereinafter.

In the accompanying drawings illustrating my invention, Figure 1 represents the system as applied to a double track railway or onein which the trains all move in the same direction, parts being indicated diagrammatically; Fig. 2 is an elevation of a portion of a contact rail; 3 is an end view of the same; and, Fig. 4- is a diagrammatical view showing the system applied to a single track railway, or one in which the trains may move in either direction.

The railway track is divided into blocks A, 13,0, D, and E, as indicated in Fig 1, by providing insulating joints for the rails at the ends of the blocks. A section about three thousand feet long, or sufficiently long to permit the stopping of an ordinary train, is divided oif from the entrance end of each block by providing insulating joints. The balance of the block may be of any desired length, but is usually much long r than this block.

end section. The opposite rails, for instance as indicated at b and b of the short section of the block B, are connected bymeans of wires 7)? and b withabattery b Theconnections from the battery to these rails are preferably made at the exit end of the section, in order to provide for detecting broken rails or connections, as will be hereinafter described. Therails b and b are respectively connected at the entrance end of the block, by means of wires I) and b with a relay 6. The rails 6 and b which constitute the remaining portion of the rails of the block B, are connected at their entrance ends by means of wires and 6 to a second relay 6. A contact rail 6 is placed about three thousand feet from the exit end of the block, or asutticient distance so that a train may be stopped between the rail and the end of the block. Another-contact rail Z9 is placed at the exit end of the The rails 6 and 5 are connected by means of wires Z)" and with a battery I), such connections being preferably made adjacent to the end of the block. The wire 6 is preferably carried along the sides of the contact rails 5 and b and connected to the rails, or to the housings which cover such rails, as clearly indicated in Figs. 2 and 3. This wire is insulated from the contact rails, but such arrangement or connection is provided sothat if either of these rails becomes dislodged or torn away, the Wire will be broken which jwillopen the track circuit and cause a danger condition, as will be presently described.

. For convenience in tracing the circuits the duplicate or similar parts in the different blocks are given the-same numeral and lettered according to the blocks in which they occur.

p The rail (4 is connected by meansof a vwire Z9 to one terminal of a battery 6 the other terminal of. this battery being connected by means of. a wire 6 with a contact Z ofthe armature Z) of the relay b This armature is connected by means of a .wire 6 with a contact 6 of the armature b of the relay b. This armature is connected by means of a wire 5 with the contact rail a. V j

The wire 5 is connected through a wire 6 with a contact 6 of the armature 6 of the relay 6 4. The armature Z2 is connected by means of wire I) with a contact I) of the armature b ofthe relay 6. The arma used in connection with the ordinary blocksignal systems, such signals beingordinarily adapted to indicate clear caution, and danger. The signal 6 at the entrance of the block B, for instance being shown to represent a clear track; the signal 0 at the entrance of block 0 being shown to indicate a caution condition, and the signals (Z39 and 6 being shown to indicate danger.

This improved track system is particularly intended to cooperate with a cab system, or apparatus carried by a car or train, haying stop devices which will be actuated when'a deenergized rail is encountered, and having speed control devices which will be actuated when a partially energized rail, or rail with reduced voltage is encountered. Such an apparatus is shown in my applications filed March 14:, 1913, Serial No. 754,186, and Maylo, 1913, Serial No. 767,991, and in a third application 'filed herewith. The particular function of the track system is in general, toprovide means for energizing the contact rails under clear conditions; to supply a current of reduced voltage to certain of thecontact rails under caution conditions or when a trainshould be run at relatively slow speed; andto deenergize the rails unshould be stopped.

' conditions.

der danger conditions,,or when the train The operation of the system will now be readily understood from Fig. 1, which indicates these three different The trains move in the direction indicated by the arrow, and the wheels and axles F, F indicate trainsor cars in diilerent positions in the blocks. The position of theapparatus at the beginning of the block B indicates the normal condition for clear track. in such condition the our- 3 rent from the battery 5 passes through wire I), rail (3 wire b relay Z9 wire 5 rail 6 and wire Z), and back to the battery,thus energizing the relay b and holding its armatures in raised position. from. the battery D flows through the wire 5 rail 6, wire 5, relay 6, wire 6 rail 6 wire Z)" back tovthe battery, thus energizing the relay Z2 and holding its armatures in raised position. The contact rail a is then energized by the battery 2'), one terminal of the battery being connected through wires 6 and 6 contact 12 relay 6 wire Z), contact 6 armature 5 and wire, I). The other terminal of the battery Z) is connected through the wire 6 with the rail a, thus forming a portion of The wire 6 is The current 1 potential circuit which completed when the car orv locomotive passes the contact rail. The contact rail (4 isalso energized by the battery 21, one terminal of the battery being connected to the rail through the wire 6 contact Z2 armature 6, wire Z2 contact Z2 armature Z1 and wire B 5. This also forms a partial circuitrwhich is completed. when the train passes the contact rail a vVhen the contact rails are thus fully energized from their corresponding batter- V ies, the current thus supplied will prevent the operation of the stop or control devices on the t'ain, and the train may proceed under full speed. Any condition, or accident, or failure of the system which will decnergize the contact rails will indicate danger, and the train will be stopped when it comes in contact with such a deenergized rail. For instance if the battery b fails, or ift 1e rails or connections from the battery to the relay 6 are broken, this relay will drop and will open the circuits froin'the battery 6 to the'con'tact rails." A. car or t'ain in this section of the block will act to short circuit such battery and denergize themagnet .7) aswill be seen at the entrance to block E. If the battery 6 is short circuited or if any of the rails and connections between this battery and the relay 6 become broken such relay will drop. The presence of a car or train in this portion of the block, as indicated at F in block D will short circuit the battery d" and the relay will drop as indicated at the beginning of block D. The dropping of the armature 6 opens the circuit from the battery 5 to the contact rail al which thus becomes de nergized. The dropping of the armature Z2 v opens the direct circuit from the battery 7) to the contactrail (4 but it also closes a circuit from the battery, through aresists ance 6 (as indicated at the beginning of the block D) so that the rail a insteadof being deenergized, receives a-current of reduced voltage from the battery. Such current supplied to the contact rail a is intended to actuate the speed control. mechanism on the train, but will not actuate the stop mechanism.

When a train enters the block as indicated at C and the engineer notes the caution sig nal 0 (provided such block signals are used) he may proceed at full speed until he observes the danger signal (Z when he is supposed to reduce the speed and run under caution as such danger signal indicates the presence ofa car or train F in the block D. However, if he does not reduce the speed of the train it will be automatically reduced when the contact shoe comes in engagement with the contact rail 0 Then if the engineer does not stop before the contact shoe comes in engagement with the contact rail 0 the train will be stopped automatically.

However, if the train indicated at F should reaches the contact rail 0 such rail will then be fully energized and would. restore,

the speed control mechanism to normal condition so that the engineer could proceed under full speed. If the car or train in advance again stopped in the section at the beginning of the block E and the train proceeded toward such a block, it would be stopped automatically when the contact rail (Z was encountered, as this rail 'as well as the contact rail 61 would be deenergized. The contact rail (Z and the other corresponding contact rails are placed sufiiciently far from the end of the block so that a train would have time to be stopped automatically before it reached the'end of the block.

While batteries have been specified in the foregoing description, it will. be observed that other sources of electricity may be used, if desired, and any suitable amount of current may be provided for operating under various conditions.

In the system shown in Fig. 4a, which is for a single track railroad or one in which trains may be run in either direction, the track is arranged in blocks, and means are provided for fully protecting the train from both the front and rear, so that it is practically impossible for two trains to unintentionally enter the same block. Each of these blocks is again divided into end sections and a division is made at approximately the center of the block. Taking the blockH for instance, a section formed by the rails k and [L is approximately three thousand feet long, and the section formed by the rails 15 and a completes the distance to the center of the block, and the sections formed by the rails in, h, 707 and it complete the other half of the block A battery lzfiis connected by means of awire 72. with the rail 71. which in turn is connected by means of a wire 71, to a relay k the return from the relay bein through a wire it, rail h, and wire 72.. The battery or source of electricity 71. is connected by means of a wire 71, withthe rail h which is in turn connected by means of a wire it with a relay I athe return from the relay being through wire 72, rail 72; and wire 72, back to battery. The battery it is connected by meansot a wire 72 with the rail 7L which is in turn connected by means of a wire 71 with a relay h at the exit end of the block. The return from this relay is through wire 77, and rail 72. and wire 72 back to battery. The battery h is connected by means of a wire h with the rail M which is connected by means of a wire [L29 with a relay b the return from the relay being through wire it, rail k and wire h back to battery. The contact rail 72, is connected-by means of a wire it with a contact of an armature g 01": the rleay 9 The armature 9 is connected by means of a wire 9 with a contact of an armature g of the relay 5/. The armature g is connected by means of a wire 9 with a contact 9 of an armature g, of a relay 9. The armature g is connected by means of a wire g to one terminal of a batteryg. The other terminal of the battery is connected by means of wires 9 and It with the rail 7L2. The contact rail in is connected by means of a wire 71; to an armature it of the relay h. The contact 72, is connected by means of a wire 72, with a contact of an armature 9 of the relay 9'. The armature is connected by means of a wire 9 with a contact of an armature g of the relay g. The armature g is connected by means of a wire g" with a contact of an armature of the relay g. The armature g is connected by wire with one terminal of the battery it, the other terminal of this battery being connected by means of wires 72. h and 72, to the rail h. The contact rails 71, and h are arranged on one side of the track at one end of the block H, as shown in the drawings, and another pair of contact rails h and 72. are arranged on the opposite side of the track at the other end of the block. This arrangement is carried out throughout the system, the contact rails corresponding with rail 7633 and it, being the ones which co-act with the contact shoes of the trains moving from right to left as indicated by the arrow N. The contact rails of the various blocks corresponding with the rails it and 71 co-act with the contact shoes moving from left to right, or in the direction indicated by the arrow 0. The contact rail h isconnected by means of a wire it to an armature [L67 ofthe relay It. The contact h of this armature is connected by means of a wire 72, with a contact 71: of an armature 71: of the relay is. The armature in is connected by means of a wire is with a contact 76 of an armature 7a of the relay is. This armature is connected by wire 70 with a contact is of an armature is" of a relay [1 The armature 7c is connected by means of a wire 70 with one terminal of the battery it. The other terminal of battery is connected by wires h 71, and 72, to the rail h". The contact rail 72, is connected by means of a wire it with a contact 73 of an armature 75 of the relay I0 The armature 70 is connected by means of a wire 70 with a contact 70 of an armature in of the relay is, The armature 7c is connected by means of a wire 70 with a contact 70 of an armature Ze of the relay Z2 The armature is is connected by wire in with one terminal of a battery in; the other terminal of this battery being connected by wires in and h with the rail 7L It will thus be seen that when all of the relays are raised, each contact rail will be energized froma corresponding battery, the other terminal of the battery being connected with the section of the track adjacent to the respective rails. The relay it" is connected by wire it with an armature h of the relay 7 The contact It of this armature is connected by wire it" with an armature 72, of the relay h t The contact 72, of this armature is connected by a wire h with a contact of an armature 70 of the relay is. The armature Z5 is con nected by a wire 10 with a contact L of an armature 70 of the relay 71 The armature 70 is connected by a wire Z9 to one terminal of a battery a the opposite-terminal of this battery being connected to a common return P, which is indicated in the drawings by a heavy line. The relay h is connected by a wire it toan armature k of the relay it. The contact 7H of this armature is connected by a wire k with an armature h of the relay 72, The contact 723. of this armature is connected by a wire 72, with a contact ofan armature g of the relay This armature is connected by a wire with a contact (1 of an armature g of the relay 9 This armature is connected by a wire 9 with one terminal of a battery 1 the opposite terminal of this battery being connected to the common return P. r

In order to introduce 'resistanceior the train control circuits, that is for the purpose of supplying the contact rails with reduced voltage, the armature h (of the relay it) is connected by a wire 72. with an armature 71 of the relay it. I The contact M of this armature is connected with one terminal of a resistance 70 the opposite terminal of this resistance being connected by wire k to the wire 72, The first terminal of this resistance is also connected by a wire h with an armature 71, of the relay it. The contact 71, of this armature is connected by a Wire 70 to the wire it. In a similar manner the armature 70 (of the relay is) is connected by wire 71 with an armature 72 of the relay is. The contact if of this armature is connected to one terminal of the resistance 76 the other terminal of this resistance being connected by a wire A to the wire is. The first terminal of the resistance 75 is connected by a wire 70 to an armature 70 of the relay 75 The contact 70 of this arniatureis connected by a wire 70 with the wire it.

The operation of this modified system for single track will be readily understood from the above description of the double track system taken in connection with Fig. 4 and the preceding description of the circuits. Vvhen the track is in clear condition and proper current is being supplied by the batteries to the various devices and instruments, all of the relays Will be raised and all of the contact rails will be supplied with normal or full' amount of current. Anything which will short circuit or open the circuits of any of the track batteries Will cause the corresponding relays to drop, which will affect certain of the contact rails, either by deenergizing them or by causing them to be supplied with reduced voltage. For instance, if a car or train Q is in the position indicated in the block G it will form a connection between the rails g and g and short circuit the battery 9 This will cause the relay to drop. The dropping of this relay opens the circuit from the battery g to the contact rail h and thus de'e'nergizes the rail. It also opens the direct circuit from the battery it to the contact rail it but also closes ,a circuit from this battery through the resistance g to the contact rail it, so that this contact rail receives a reduced voltage. The dropping or" the relay 9 also opens the circuit from battery is to the contact rail it but siniul- V taneously closes a circuit through the resistance h so that this rail receives current of a reduced voltage. Thedropping of the relay also opens the circuit from the battery h to a relay at the entrance of the block G corresponding to the relay 76 This will open the circuit to the contact rail corresponding to the rail 72., and will close a circuit through a resistance (similar to 76 to a. rail corresponding to the contact rail it. In other words the condition at the entrance to block G willbe similar to that shown at the entrance to block K. It will thus be seen that with the train in the position indicated at four contact rails will be affected on one side, of the track and two ails on the opposite side or the track. When a car or train is in position indicated at It in the block iii, the rails 70 and 76 will be connected'and the battery 0 will be short circuited. This will cause the drop ping of the relayk The, dropping of this relay opens the circuit from the battery 71: to the Contact rail m and deenergizes such rail. It also opens the circuit from the battery m to the contact rail m. so that this contact rail is also deenergized. The dropping of the relay-7J also opens the circuit from the battery is to the contact rail is or safety condition. In the present instance,

the relay is also opens the circuit from the battery is to the contact rail 71 and this rail is deenergized. lhe dropping of the relay 70 also opens a circuit to the relay in the block M corresponding to the relay h which is shown open. This in turn opens and closes the proper circuits so that the contact rail corresponding with the rail 73 will be deenergized, and the rail corresponding with the rail is will receive reduced voltage.

From the above description it will be seen that when a train is in the position in a block indicated at Q or the corresponding battery 5 is short circuited, or its circuit broken, the circuits to four contact rails to the right of the train and the circuits to two contact rails to the left of the train will be affected, some of such rails being denergized, and the others furnished with reduced voltage. Vfhen the car or train is in the position indicated at R, four contact rails to the right and three at the left will be aiiected. From thisit will be seenthat a train in any section will be protected against the approach of a t'ain from either direction, as such train would be stopped by its automatic apparatus, before it entered the block. In a similar manner any obstruction placed upon the track which would short circuit a track battery, or any opening of the battery circuit would indicate a danger condition similar to the presence of a train, and this would afiect a corresponding number of contact rails to the right and left so as to stop a train before entering such block.

By means of my improved system, and particularly on account of the'arrangement provided by the short sections which are insulated at the ends of the blocks, I provide an arrangement whereby trains may be operated at full speed to the fullest extent consistent with safe operation and safe automatic control and stopping action. Where a block is utilized in its entirety for control, as indicated in my former applications, it may be necessary for trains to operate under slow speed throughout the entire length of the block, before it comes to a. stop a train after observing a caution signal, may run at "full speed for approximately the full length of the block, and if the danger con dition has not been removed it will be stopped within a suiiicient distance of the end of the block. For instance, if a train were entering the block C shown in Fig. 1, the signal 0 would indicate caution, but as the danger represented by the train F was in the next block, the engineer may proceed under full speed until he reaches approximately the end 01:" the block C where he would either be stopped, it the danger condition remained; or would be given a clear track it the danger condition were removed. This arrangement facilitates using blocks of any desired length and also avoids the necessity of any continuous track wires for a double track system, and only requires aminimum amount of such wires for a single track system.

It will be observed that changes may be made in my improved system in order to provide for different track conditions, as for difierent kinds of railways without departing from the spirit of this invention, and therefore, I do not wish to limit myself to the exact construction or arrangement shown herein, except as specified in the appended claims, in which-- I claim:

1. A track system for controlling trains comprising a track divided into blocks, and each block having a section at the end thereof insulated from the balance of the block, pairs of contact rails arranged adjacent to the exit end of each section, means for energizing said rails, means including a source of electricity and the rails of the insulated section for deenergizing the contact rails at certain times, and means including a source of electricity, and the track rails of the succeeding block for deenergizing one of said ails and reducing the voltage to the other rail at other times.

2. A system of the character set forth, comprising a railway track divided into blocks with each block divided into relatively long and short sections, the short sections being at the entrance ends of the blocks, with pairs of contact rails arranged adjacent to the track, but at some distance from each other, at the exit ends of the long sections, means for supplying electric current to said contact rails, a source of electricity, a relay and circuit including the rails of the short sections of each block for opening the circuits to said contact rails of the adjacent section, and a relay, a battery and a circuit including the track rails ofeach succeeding block section for opening the circuit to one of said contact rails, and for opening the circuit to the other rail and closing a circuit thereto and a resistance in said last-named circuit.

3. A system of the character set forth, comprising a track divided into blocks and each block being divided into relatively long and short sections, the short sections being at the entrance ends thereof, a contact rail adjacent to the exit end of the long section of each block, a second contact rail at a predetermined distance from the exit end of each block, a source of electricity for these two contact rails of each block, a resistance to be inserted at times in the circuit from said source of electricity to the last named contact rail, a battery for each short section having its terminal connected with the track rails of such section, a relay for each short section having its terminals connected with i the track rails of such section and receiving current from said battery, the armatures of said relay being included in the circuits from said source of electricity to the contact rails, a second relay having its terminals connected with the track rails at the entrance of the nearest succeeding block, a battery having its terminals connected with the rails of said succeeding block and supplying current to said second named relay, the armatures of said second named relay also being included in the circuit from said source of electricity to the contact rails, and one of said armatures being also arranged to close a circuit at times, from the source of electricity through the resistance to the second named contact rail.

4. A system of the character set forth, comprising a track divided into blocks B and C, each block having a section of predetermined length at the entrance end thereof, which is insulated from the remainder of the block, contact rails 0 and 6 located a predetermined distance apart adjacent to the exit end of the second section of the block B, a source of electricity 0 having one terminal connected with the rails of the second section of the block 13, a source of electricity 0 having its terminals connected with the rails of the entrance section of the block C, a relay 0 having its terminals connected with the rails of the entrance section of the block C, said relay having two armatures, circuits from said source of electricity 0 through said armatures to the rails 0 and 6 a source of electricity 0 having its terminals connected with the rails of the second section of the block C, a relay 0 having its terminals connected with said rails, the armatures of said last named relay being included in the circuits from the source of electricity 0 to the Contact rails, a resistance 0 and a circuit from the battery 0 to the contact rail I) which is closed through said resistance when the armatures of the relay 0 drop.

5. A track system for automatic railway control, comprising a track divided into blocks by having each of the rails insulated at the ends of the blocks and having the blocks divided into relatively short entrance sections and long exit sections, sources of electricity having their terminals connected with the opposite rails adjacent to the exit ends of the blocks, two contact rails arranged adjacent to the exit ends of each of the blocks, relays having their terminals connected with the rails at the entrance ends of the long sections, sources of electricity having their terminals connected with the opposite rails adjacent to the exit ends of the short sections, relays having their terminals connected with the rails at the entrance ends of the blocks, sources of electricity for energizing the contact rails, circuits from said last named sources of electricity to the contact rails, and the track rails, each or said circuits being controlled by two relays.

6. In a track system of the character set forth, the combination with a track having both the rails insulated at intervals toiorm blocks and rails of each block insulated to form relatively short entrance sections and long exit sections, of sources of electricity connected with the different rails of'each section, relays also having their terminals connected with the different rails of each section and receiving current from said sources, each of said relays having a plurality of armatures, two contactrails for each block, sources of electricity for energizing said contact rails,andconnections and circuits from said sources to each contact rail and the track rails, each of said circuits being controlled by two of said relays.

7 A track system of the character set forth comprising a track divided into blocks, each block being divided into two sections, each sect-i on being provided with a relay and battery, said relays and batteries being con nected in circuits including the rails of the sections, each block also being provided with two contact rails arranged at predetermined distances apart adjacent to the exit ends of the blocks, a source otelectricity for each pair of said contact rails and circuits from said sources of electricity to said contact rails, each of said circuits being controlled by each of the relays of the sections.

8. A system of the character set forth comprising a track divided into blocks, and each block divided into sections, a source of electricity and a relay for each section, the circuit from said source to the relay including the rails of the corresponding section, a contact rail arranged adjacent to the end of each block, a second rail arranged a predetermined distance before the first named rail, sources of electricity for supplying current to said rails, circuitsfrom said sources to each of said rails, the circuits from said sources to each of said rails being controlled by the two relays of the succeeding block.

9. In a system of the character set forth, the combination of a track divided into blocks, and each block divided into two sections, of a track battery and relay for each section, the circuits from each battery to its respective relay including the rails. of such section, two contact rails arranged at a predetermined distance apart adjacent to the exit ends of each block, a source of elec-' tricity for supplying current to each pair of contact rails, the circuits from said sources to the respective contact rails of one block being controlled by the two relays of the next block, a resistance for one'of each pair of contact rails and a circuit including such resistance from the source of electricity not;

to one of each of said contact rails, which circuit is closed by one of the armatures of one of the relays when such armature drops.

10. In a track system of the character set forth, the combination vith a track having both rails insulated at intervals to divide the track into blocks and the rails of each block insulated to di ide the blocks into sections, of track batteries, each battery having one terminal connected with one rail of a section, and the other terminal connected with the other rail of the section adjacent to the exit end of the section, a relay for each section, each relay having one terminal connected with one rail, and the other terminal connected with the other rail adjacent to the entrance end of the section, two contact rails adjacent to the exit ends of each block, said ails being placed a suilicient distance apart to permit the stopping of a train within such distance, batteries for supplying electricity to said contact rails, a circuit from one terminal of each battery to the track rails at the exit end of each block, two circuits from the other terminal of each battery to the contact rails at the exit end of the corresponding block, the said last named circuits each including the two armatures ot the two relays of the next succeeding block, a resistance for one of the circuits from the last named battery to one of the contact rails of each block, and a connection for putting said resistance in circuit when one of the relays controlling the circuit from said battery to the corresponding contact rail is deenergized.

11. The combination with a railway track divided into blocks and each block divided into sections, the first or entrance section of each block being only. of sutlicient length to permit the convenient stopping of a train within such length, of a relay and a track battery for each section, two contact rails at a predetermined distance apart for the exit section of each block, a contact rail supply battery for each block. connections by which each contact rail of a block is provided with current from its respective battery, means for controlling the circuit connections be tween each contact rail and its battery by either of the two relays of the succeeding block, and means for controlling said relays by vehicles passing over the railway track.

12. The combination with a railway track divided into blocks and each block divided into entrances and exit sections, oi. two contact rails for the exit section of each block, said contact rails being arranged sufficiently far apart to permit the stopping of a train between them, a relay for each section, connections for supplying electric current to each contact rail, and means for controlling said connections so as to cut off the current -from any contact rail by the operation of either of the two relays of the succeeding block, a resistance and means for inserting said resistance in the circuit in one of said contact rails of one block, by the action of one of the relays of the succeeding block.

a 13. In a single track system of the character set forth, the combination with a track liming both rails insulated at intervals to form blocks, and insulated within the blocks to rorni sections, of a source of electricity for supplying current to the rails of each section, a relay for each section receiving current from the rails of said section, an additional relay at each end of the blocks, a battery for each end of each block for supplying electricity to the additional relays at the opposite ends of the adjacent blocks, circuits from said batteries to said relays, each circuit including the armatures of two of the first mentioned relays in one bloc I and two in the adjacent block, two contact rails arranged at predetermined distances apart on one side of the track at one end of the block and two similar rails on the opposite side of the track at the other end of each block, two batteries for each block for supplying cur rent to said contact rails, each battery being connected with one contact rail in one block and another contact rail on the opposite side of the track in the adjacent block, and also being connected with the section of the track corresponding with said contact rails, circuits from said batteries to said rails including the armatures oi a plurality of relays, a resistance for one rail of each of the pairs of rails at each end of the blocks and circuits controlled by the armatures of one or more of said relays for putting said resistance in circuit at times between the contact rail and its respective battery 14. In a single track system or thecharacter set forth, the combination of a track divided into blocks and each block divided into sections, with two Contact rails at a predetermined distance apart on one Side of the track at one end of each block and two similar contact rails on the opposite side of the track at the opposite end or each block, t'ack batteries and relays for each section, means for normally energizing the contact rails, means controlled by the track relays for de'cncrgizing such rails at times, and means controlled by Said track relays for introducing resistance at times into the circuits leading to the contact rails of each pair at the ends of the blocks farthest from the ends.

15. In a track system of the character set forth, the combination of a track divided into blocks and each block divided into four sections, a track battery for each Section having its terminals connected with the track rails of the section adjacent to one end of the section, a relay for each section, each relay being connected with the rails at the opposite end of the section from the battery and receiving current from the battery, a third relay for each end of the block, batteries for each of said third relays, a circuit from each of said last named batteries to its corresponding relay, said circuit including two of the armatures of the corresponding first named relays in one block and two armatures of corresponding relays in the next adjacent block, two contact rails on one side of the track at the entrance ends of the blocks for trains going in one direction, batteries for supplying current to said contact rails, each battery being connected With a contact rail of a preceding block, said connections being through the armatures of a plurality of said relays; contact rails of the opposite side of the track at the entrance ends of the blocks for trains going in the opposite direction, batteries for sup plying current to said contact rails, each battery being connected with a contact rail of the corresponding preceding block, said connections including the armatures of a plurality of the relays; a resistance for the second contact rail from the entrance end of each block and circuits controlled by two of the relays for introducing said resistance into the circuit from the battery to the cor- .responding contact rail.

16. A single track system of the character set forth, comprising a track divided into blocks and each block divided into four sections comprising two entrance sections at the ends of the blocks, of predetermined length, and two intermediate sections, two contact rails in alinement with each other adjacent to the exit ends of the two sections at the exit end of each block for trains going in one direction and corresponding rails at the exit ends of each block on the opposite side of the track for trams going in the opposite direction, track circuits and relays for eachsection, and means controlled by certain of said relays for energizing certain of the contact rails and means also controlled by certain of said relays for supplying current of reduced voltage at times means governed by track conditions for de-,

energizing said rails at certain times, and means governedby track conditions for deenergizing certain of said contact rails and supplying other-contact rails with reducer voltage at other times.

18. In a track systemof the character set forth, the combination with a pair of contact rails arranged at a predetermined distance apart adjacent to one end of a block, of means for energizing said rails, a resistance, and selective devices for introducing said resistance in circuit With'one of the rails at predetermined times. a

1.9. In a system of the character set forth, the combination of a track divided into blocks, each block being divided into four sections, contact rails for each of said sections, and means for energizingsaid contact railspdeiinergizing said rails or supplying certain of said rails With reduced voltage, substantially as shown and described.

ANATOL GOLLOS. Witnesses Cinemas 0. GUs'rAvsn G. P. LENNARTZ.

Copies of this patent may be obtained for five cents each. by addressing the Commissioner of Patents,

Washington, D. C. a 

